Freight-car.



J. s. ANDREWS.

FREIGHT om.

APPLIOATION FILED JAN. 24, 1908.

Patented octh 20, 190s; 8 SHEETS-SHEET l,

nimm nu.. uvm. munt-l. LL

J. S. ANDREWS.

FREIGHT GAB..

A-PPLIUATION FILED IAN. 24, 1908.

Patented. oct. `2o, 190s.

J'. s. ANDREWS.

ramena.' ou. l f Arrmoxrxoi'rxnnn M1524, has.

Patented 001;.20

' 3 SHEETS-SHEET 3.

n.'- rum.4 n: mm. nunmal. n, c`

i freight cars and its object is to increase the.

To allwhom 'it' my concern;

i itknown that I. JAMES S. ANDREWS, a ci-t-lzen of the United States, rresiding at New York city,v in the county of New York 'and Sta-te of New York, have invented new and use-ful Improvements i-ii Iireight-Cars7` .of which the followingl isv a specification.

This-.invention relates to improvements in I capaxzityofthe car 1n proportion to its length.4

My inventiinfcontemplates .increasing the capacity" da car of givelrlength or main i 'tiuningt-h'e capacity and: reducing'the length 16' of the ear.- I f a car of a` given length has its capacity increasedA -the length of a ltrain required t-o transport a given quantityo freight 'wil-lbe correspondingly sliortened; and the same is truc if cars are shortenedin?. length while st-ill maintaining their former general expense of equipping, maintaining and operatin a railroad, lin sofar as trans 4portation of eight is concerned, the invention has other advanta s which will'be apparent to railway officials and employees.

. A tmong such` advantages may be mentioned A,ais

" the fact that a freight train made up cars embodying my invention requires less room on a siding than if made up with ordinarycars carry-ing theV saine quantity of frei ht. Consequently'when a freight train has en run on a siding to permit a through train to pass, there is less likelihood tliat the rear car of 'the freight train will be left rojecting'"`in the path of the through train lltrnia'y als =be mentioned that my inventioiif-'gre'atl facilitates the loading and un- ']l'ie fin'v'ention also has foi its object to provide a freight car of strong and substan tial construction a-nd lar capacity liaiing an underfraine compose of standard sectionsconsisting of steel cast-ings securely and :"-rigidly fastened together.

n the accompanying, drawings illustrating one embodiment of the invention Figure 1 is a tbp plan view of the car. Fig. 2is a bottom plan view of theunderframe. Fig. 3 is anenlarged detail elevation of a portion of one side of the car. Fig. 4 is a. longitudinal sectional view on the line 4 4 of Fig. 1. Fi 5 is an end view of the car. Fig. 6 ondthe lines 6-6 and 7-7 -of Fig. 1.

' l specification of Letters Patent.

Application ledhniiary 24. ,1908. Serial No. 412,374.

acit'. esi es effecting a material saving in the 7 are transverse sectional views on PAiENT OFFICE.

or Nini' YORK, N. Y.

FREIGHT-CAR.

Referring. to the-drawings, the side sills consist of two end sectioi'is 8 and a-central section 9, these sections being alll preferably made of' cast steel and rigidly Secured together at their adjacent ends.4 Atreach endI of the frame is a draw-bar sill 10 suitably foi-ined to receive the draw-bar and its attachments. The draw-bar sills are provided projections 12 on the side sills and f orm. the ody holsters and also with side projections 13 to-albut against side projections-14 on the side sills to form the end sills. drawbar sills has a air of parallel projetu of the U-shapedcenter sillv 16 isl secured.

preferably made of cast steel and they may' be connected together in variousways but in order to provide for the proper lvstrength and t0 secure the sect-ions together in a firm and rigid manner I prefer to employ wedge shaped tieplates overlappingthejoint-s and jasten'ed to the sections'by bolts or other suitable fastening means as set forth in my application Serial No. 394,790 filed Scpteni- (secured together by wedge plates 17 (Fig. (-3), the end sill rejections by wedge plates 51S (Fig. 5), the lster projections by wedge plates 19 (Fig. 6) and the center sill to the The central sections i9 of the side sills are deeper than the end sections and. the latter gradually'increase Vin depth at'8 from the iolster to their inner ends to make a flush :side sills T). lCast steel transoms 21 are supported on the flanges 22 at the botthe bot-tom of the'ce'nter' sill and the 'dra-wbar sills and these transoms are deeper -a-t their -inner ends than at their outer ends and have their upper edges provided with a plurality' ofvste s 24 to support the stringeis 25 (Figs. 54)). g,

Patented oct. 2o, 190e.V -I

with side projections `11 Ato abutagainst'side Each of the' tions 15 of channel orin to which the end -ber 27, 1907. Thus the' side sill sections are joint with the ends of the central sections.4

the upper edge of the central sections of thc- Itom of the side sills and' on finnges 23' at- All Vo'f the sections ofthe underframeare projections 15n by wedge plates 20 (Fig. 4).4

' clined from t-her top of the .cente at the top o'f the side sills (F ig.17 .The iloorin'gis inr silldownwardly and 'outwardly to the bottoni of the sidesills at- `the central part 27 ofthe car.

. Between the flooring 27 at the'central part of the car and thehorizontalj flooring 26, 26 at the end s of the car the flooring'28 is also inclined from'the Lcenter sillto the 'side sills Fig. 7). l .Thus the car .is provided with a flooring which is horizontal at the' ends of the car and depressedvbetween thexends of the car, the depressed f'part being high inthe longitudinal. centeno the car (but not so -high as the flooring? at'the' ends. of. the car) and inclined-downwardly and'ontwardly to the bottomof the side sills. 1

The sides and ends 29 of the car may be made of sheet metal supported by uprights 30 fastened to the sidesills. To facilitate the removal offreight `from the 'depressed .parts at the center of the car I prefer to' provide one orV more doors 31 in each side of the car 'of any suitable construction., In the drawings I have 4shown two sliding doors in each side of the car connected b chains 32 with ratchetmechanism 33 for li ing them. Any v kind of door and any kind of lifting mechanism'suitable for'the purpose may b'e employed.

vMy invent-ion increases the capaclty vof a l car tothe extent of the capacity of the depressed bot-tom thereof and 'at the saine time the novel construction of the underfran1e in 4cast s tee1 sections rigidly and securely fasi tened 4together providesa strong and sub stantial car capable of'sustaining the weight of the additional freight which vmay be car-l ried.v Furthermore the, interior of the car is not 'obstructed rbygirders -or braces which would interfere with loadin and unloading.

It is welllmownthat t of cars but my invention enables the increase of the capacity of a-car'without increasing its height or width and .also enables the reduction of' thei height fand width of a car' without reducing its capacity.

What I claim and desire-to secure by ters Patent is 1.` A floor for aA railway freight carhoris zontal at the ends of the car, a central part lower than the ends, -reversely inclined parts connecting the central part and the ends, the

Said central beinginclined reversely and downwardly from the center to the; sides of the car. 1

' z'ontal at the ends'y of the 2. A f loonfor a, railway car, la central part side sills eachvhaving a center sill to the side sills lcenter sill to su ere are certain' fixed limit-ations on-the height and width strin ers'. inclined' downwardly freight car hori 'I lower than the ends and inclined reversely and downwardly across the car'from the ce'nter to the sides of the car, and parts connecting the ends with the central part and inclined reversely and downwardly lengthwise of the car from the ends to the central 'part and each' inclined across the car reversely and downwardly from the center to the sides of the car.

3. In an Aunderframe for railway cars, two central part deeper than its endparts, a center sill depressed between its ends, and a lloor'sup orted on the center sill and the side sills v'an inclined. reversely and 'downwardly-from the center sill to the side sills.

4. In an underframe'fqr railway cars, ltwo side sills each 'havingfa central-part .deeper than'- its end parts, two draw-bar sills l ng in a plane with the top of the side sil s,' a

center sill to support the door and havinga depressed central part and .upwardly inf-' clined ends-'to connect .with the"'drawbar sills, and a floorsn ported'on said sills, said floor being Hat at tltie 4ends of the car andl in .clined reversely and downwardly from the at the central-part` of the car.-

5. In an underframe for railway cars, two side sills each rhaving a central partpdeeper than its end parts, two draw-bar sills-l lng in a.' plane with the top ofthe side sil s, a.- ort the floor and havingf-a depressed ce trail part and'- upwardly v1nclinedfendsto connect with the drawfbar sills, and a. Hoor supported on 'said sills, said:

floor being flat at t e ends of the car and'in clined reversely and downwardly from theV center s ill to th sidesills at the central part of the car.

6. In an underframe for a railway car, 'a

cast steel transom higher' at its inner end than' at its outer end andhaving'an inclined upper edge# A.

7. In. an undeframe-for a railway car, a

cast steel transom having an inclined upper edge with aplurality of steps.

8. A 'railway freight car comprising a pair of side sills 'each having al central art"- deeper than the end parts, a center sill 'av.

znga Adepressed central part, a `plurality of the center sill to the deep part offtheside sills, said transoms having steps thereon,

stringere on said steps, and a flooring on said from the een4 tero ,the car to its sides. -JAMES S. ANDREWS.

Witnesses:

011431 S. ANDREWS, A. BARRETT.

-transoms extending from thc'centra'lfpart off' 

